Draw-bar guiding and resistance mechanism.



PATENTED OCT. 18, 1904-.

v G. H. FORSYTH. DRAW BAR GUIDING AND RESISTANCE MECHANISM.

ABPLIOATION FILED FEB. 27, l904.-

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III/f a W Mi 'PATENTED OCT. 18, 1904.

G. H. PORSYTH. I DRAW BAR GUIDING AND RESISTANCE MECHANISM.

APPLICATION FILED FEB 27, 1904.

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N0; MODEL.

Patented October 18, 1904.

PATENT OFFICE.

GEORGE H. FORSYTH, OF CHICAGO, ILLINOIS.

DRAW-BARYGUIDING AND lFlESISTANCE MECHANISM.

SPECIFICATION forming part of Letters Patent No.' 772,653, dated October 18, 1904 Application filed February 2'7, 1904. Serial No. 195,616. (No model.)

vTo aZZ whom it may concern.-

bar, so that the latter would remain substan-.

tially upon the median line of the car, the result of this construction being that when the draw-bars met at an angle in coupling, as on a curve, or received a substantial buif the lateral strain at the limiting points was more or less injurious and undesirable. More recently it has been the practice to increase this limit of movement for the free or. coupling end of the draw-bar for curves or during lateral movement thereof under strain, whether on curves or straight track, until the drawbars are allowed to assume a position coincident with the line of draft, which it is their natural tendency to do.. During bufling or coupling, however, which causesa lateral movement of the draw-bars, there is a sudden side thrust due-to this increase in the limit of movement, with disastrous and dam-' aging results by reason of the draw-bars belng thrust violently against'their lateral-move- Inent limits without restraint, tending to break the interlocking parts of the couplinghead.

It is the object of the present invention to ing buffing or coupling, and to provide a construction tending to return the draw-bar to a central or normal position. The invention will be readily understood from the following description, reference being had to the accompanying drawings, in which Figure 1 is a plan view of the invention with parts broken away as applied to the ends of cars shown in fragment. Fig. 2 is an end view of the same. 1 Fig. 3 is a plan view of a modified form. Fig. 4 is a planview ofa further-modified form of the invention with parts broken away. Fig. 5 is an end View of the invention shown in Fig. 4:. Fig. 6 is a plan view of still another form embodying the invention, and Fig. 7 is an end view of the invention as shown in Fig. 6.

Referring to the drawings, 1 and 2 designate,.respectively, the ends of cars to which the invention is applied, each being provided with a draw-bar 3 of any desirable pattern and provided with the usual draft-rigging spring 4 to provide for a longitudinal movement of said draw-bar. The free or coupling end of the draw-bar is supported by a carrier-frame 5, which is of suflicient length to allow all necessary lateral movement of the draw-bar thereupon.'

6 designates a guide-casing provided with a back plate 7 secured to the end of the car by means of bolts 8 8, said guide-casing being of a hollow or shell-like construction.

outwardly into engagement with the couplerhead of the draw-bar, as well as to permit a longitudinal movement of said draw-bar. The contacting face of the guide member 9 is so formed as to provide inclined surfaces 9" 9' and a central straight surface 9".

12 designates a horn mounted upon the coupler-head and adapted to engage and move along the contacting face of the guide member 9.

It is obvious from the above that the guide member 9 by reason of the expansion-springs 11 is moved outwardly until its contacting face engages the horn 12 and also that it moves inwardly and outwardly with the horn 12 during any longitudinal movement of the drawbar 3, the inclined surfaces of the guide member 9 tending at all times to bring the drawbar to a central position, if not already so, as Well as to retard any lateral movement away from a central position by reason of the fact that the outward tendency of the guide member, with its inclined surfaces tending to obstruct lateral movement of the draw-bar, counteracts any lateral movement of the draw-bar caused by buffing or coupling, thus preventing that sudden side thrust which brings the draw-bar against its lateral-movement limits With a shock which is damaging to the mechanism, and especially the interlocking parts of the coupler-head.

Fig. 3 shows a modified form of the invention and from which a telescoping guide member is omitted, the guide-casing being provided with a more or less concaved contacting face adapted to engage the horn upon the coupler-head of the draw-bar as the latter moves in and out, said face being provided at its central portion with an inset or socket 13, adapted to receive the horn 14 upon the coupler-head as the draw-bar is retracted during coupling or bufiing, it being understood that the draft-bar is capable of an inward movement during buffing or coupling suflicient to bring the horn into engagement with the contacting face of the guide-casing, the inclined surfaces of which tend to swing the horn into the socket 13 or to retard the side thrust from the central position sufficiently to prevent damage to the mechanism or coupler-heads.

Figs. 4 and 5 show a further modification of the invention and comprise the guide-casing 15, provided with a back plate 16 and secured to the end of the car, as in Fig. 1. Slidably mounted within said guide-casing are two friction-blocks 17 17, provided with the inclined surfaces 18 and the spring-receiving pockets 19, Within which are the coiled expansionsprings 20, moving said friction-blocks tow ard each other. 21 designates a guide member mounted within the central portion of the guide-casing, which is cut away at the top and bottom, as indicated at 22, and provided with confining-shoulders 23 to prevent same from coming forwardly out of said guide-casing. Said guide member is provided with inclined contacting face-surfaces and a central socket to receive the horn, as in the other constructions, the function of said members being the same as in the other forms or constructions.

Figs. 6 and 7 present a still further modification of the invention, the guide-casing of which is of different form and made open in front, as indicated at 23, and provided at each side with spring-pockets 2 1 to receive the springs 25. 26 designates two frictim-blocks slidably mounted within said guide-casing and moved outwardly by the expansion-springs 25. The friction-blocks 26 are provided with projecting lugs 27, working in slots 28 in the back plate 29. The contacting faces of the friction-blocks 26 are inclined and perform the same function as the inclined faces of the guide member in the other constructions.

It will be understood that in Figs. 4, 5, 6, and 7 the draw-bar is omitted from the drawings to diminish the size thereof, but will be readily understood from the showing made.

While I have shown the invention as applied to wooden constructions of cars, it must be understood that it is equally applicable to steel construction.

I desire it to be understood that I do not consider the broad principle of my invention as at all limited to such details of construction as I have shown in the various illustrated forms of my invention.

I claim as my invention 1. In combination, a draw-bar movably mounted to permit substantial angular movement of the draw-bar under draft stress and a cooperating bufier device carried by the car and constructed to oppose and confine angular movement of the bar, under bufiing stress to more restricted limits than its limits of movement under draft.

2. In combination, a drawbar movably mounted so as to be capable of both angular and endwise movement, and a cooperating buffer-guide carried by the car and yieldably mounted to oppose angular movement of the bar under buffing stress.

3. In combination, a draw bar movably mounted so as to be capable of both cndwise and lateral movements, and a cooperating buffer-guide provided with surfaces inclined relatively to the longitudinal axis of the d rawbar and relatively to each other and adapted to cooperate with a part upon the draw-bar.

at. In combination, a draw-bar movably mounted so as to be capable of both angular and endwise movement, and a yieldablymounted cooperating buffer-guide carried by the car having oppositely-inclined faces adapted to cooperate with the horn of the drawbar.

5. In combination, a draw-bar movably mounted so as to be capable of angular movement, and a cooperating bufler mechanism mounted upon the car and adapted to be brought into functional operation by bulling stress upon the draw-bar and operating to oppose angular movement of the draw-bar under such bufiing stress.

6. In combination, a draw bar movably mounted so as to be capable of both angular and endwise movement, a yielding buffer mechanism operating to resist endwise movement of the draw-bar, and an auxiliary buffer mechanism operating to oppose angular movement of the bar underbutfer stress.

7. In combination, a draw bar movably mounted so as to be capable of both angular and endWise movement, a main yielding buffer mechan sm operating to reslst endwlse movement of the draw-bar and an auxillary ylelding bufi'er mechanism operating independently of the main bufler mechanism.

GEORGE EORSYTH.

Witnesses:

ALBERT H. GRAVES, A. M. ORONA. 

